Bascule bridge



H. A. F. ABT. BASCULE BRIIDGE.

APPLICATION FILED FEB. 14, I921.

1,412,328. Patented Apr. 11, 1922.

Arrrs' UNITED STATES PATENT oFF ca.

4 HUGO A. 1. A31, 01 CHICAGO, ILLINOIS,

' BASCULE BRIDGE.

Specification of Letters Patent.

application flled l'ebruary 14, 1921- Serial No. 444,809.

can be erected without obstructing traffic.

Another object is to provide a construction in which the counterbalancing effect of the counterweight will be uniform at all times and in all positions of the bridge leaf. Still another object is to provide a construction by which the counterweight may be mounted farther back on the abutment-that is, away from the bridge leaf. 'In carrying out my invention I provide an overhead track on which there is a traveling carriage connected by links to the bridge leaf andv counter weight. In the preferred construction the links are substantially of-equal lengths and always maintain substantially the same angular relation to the line of travel of the carriage. I pear as the description proceeds.

I obtain my objects by the construction illustrated in the accompanying drawings in which- Figure 1 is aside elevation of a bridge embodying the invention, .the bridge leaf being shown in lowered position.-

Figure 2 is similar to Figure 1 but shows the bridge leaf'elevated.

Like numerals denote like partsjin both views. v

The bridge leaf indicated in general by the reference numeral 1 is supported upon a stationary pivot 2 carried by foundations 3 of any suitable design. In the construction illustrated the floor 4 of the bridge is approximately on a level with the supporting pivot 2. n overhead track 5 is mounted upon a framework 6 at an elevation high enough to clear the tops of vehicles traveling upon the floor of the bridge and its ap-. proaches. Adapted to travel upon this track is a carriage which may vary somewhat, structurally, but which in the present case is of considerable length and provided with two trucks 8, 8 located at opposite ends of the carriage and adapted to travel back and forth upon the track. Mounted upon these Other contributory objects will.-ap-

trucks'is a rack 9 adapted to mesh with Patented Apr. 11, 1922.

stationarypinion 10 driven by an electric motor or. other suitable form of power de-.v

vice. It will be evident that by'rotating the pinion 1n the proper direction the carriage will be caused to travel forward or backward along the track. At one. end of the carriage v a pivot pin 11 forms a point of connection for a link 12, the other end-of which is coni it n'ected by a pivot pin 14 to the counterweight 16. Said counterweight is pivotally' mount/5 ed upon a pin 18 carried by a superstructure i 20 which rises considerably above the level of:-

track 5. The other end ofthe carria e-is connected by a pin 22 and link 23 to a m 24 i mounted at the top of the bridge leaf rame.

In the best designthelinks' 12 and. 23 are, of

equal length and the pivot pin 18 isas high the pivots 11, 22 as the pivot pin 2 is below above the horizontal plane passing through said plane, Furthermore, the distance between the pivot pins 14, 18 is the same as the distance between the pins 2, 24. Furthermore, the parts are so arranged that thelinks 12, 23 always lie at equal angles to ahOIiZOIh' tal plane passing through the pivot pi 22. The result is that the bridge leaf'will at all times be uniformly counterbalanced, that '85 form throughout all angular positions'of the Y is, the counterbalancingeffect will be unibridge leaf.

It is alsotrue that the racks 9 constitute links connecting the free ends of the links 12, 23. One'of the advantages of these rack links 9 is that they make it possible to place the. counterweight farther back on the abutment away from the draw. It will be evident that if the free end of the link 12 were connected directly to the free end of. the link 23 it would be necessary to place the'counterweight nearer the draw, as is the case with my copending application, Serial No. 402,837.

In operation, when the pinion 10is rotated, it will cause the rack 9 and the carriage of .whichit is a part, to travel backward or forhence the efiectof the counterbalance-will be the same for all positions of the bridge leaf. In view of the fact that the track 5 and parts supported thereon are overhead,

' the structure can be completely erected without interrupting traflic in those cases where a bridge of my construction is to replace a former structure, especially of the swing bridge type. It will he understood that this is of great advantage, especially in railways where the obstruction of traffic is always a serious matter.

It will be understood that the bridge leaf will be constructed usually in upright or open position so as not to obstruct the water borne traffic. One of the characteristics of my bridge is that the counterweight han s straight downward when the bridge leaf is raised, and the result ,is that the counterweight shell or receptacle which contains the concrete can be filled with concrete at this time, and no scaffolding or false work is necessary; in other words, the shell of the counterweight hangs pendant during the period of construction and hence can be filled in its natural position and no false work or scaffolding is necessary for holding it in raised osition and special expedients are required or holding the concrete in place while it is being poure Having thus described my invention, what I claim as new anddesire to secure by Letters Patent, is:

1. A bascule bridge having abridge leaf and a counterweight rotatable about parallel axes, a first link for operating the bridge leaf, a second link for operatin the counterweight, a third link connecte at its ends to the free ends of the first and second link, means for guiding the third link, and means for causing it to travel.

2. A bascule bridge havin a bridge leaf and a counterweight rotata le about par allel axes, an elongated member constituting a link disposed horizontally and adapted to travel horizontally, a link connecting the bridge leaf with the end of the elongated member which is nearest the draw, and a link connecting the counterweight with the end of the elongated member which is farthest away from the draw.

3. A bascule bridge having a bridge leaf and a counterweight rotatable about parallel axes, an elongated member constituting a link disposed horizontally and adapted to travel horizontally, a link connecting the bridge leaf with the end of the elongated member which is nearest the draw, a link connecting the counterweight with the end of the elongated member which is farthest away from the draw, the elongated member being in the form of a rack, and a drive pinion engaging said rack for actuating the operating parts.

4. A bascule bridge having a bridge leaf and a counterwei ht rotatable about parallel axes, an elongate carriage adapted to travel back and forth in a horizontal direction, a

link connecting the other end of the carriage with the bridge leaf and another link connecting the inner end of the carriage with the counterweight, the links being of equal length and being attached totheir respective parts at equal distances from the pivots thereof.

5. A bascule bridge having a bridge leaf and a counterweight rotatable about parallel axes, a horizontal track, a carriage adapted to travel back and forth on said track, said carriage being elongated and having a rack arranged lengthwise of it, a stationary pinion adapted to engage said lack to cause the carriage to travel back and forth along the track, a tension link connecting the bridge leaf to one end of the carriage, and a'compression link connecting the counterweight to the other end of the carriage.

6. A bascule bridge having a pivotally supported bridge leaf, an overhead horizonta track, a counterweight pivotally supported about an axis parallel to the axis of the bridge leaf, the axis of the counterweight being located above thetrack, a carriage adapted to travel along said track, a rack supported by said carriage lengthwise of the track, a stationary pinion adapted to mesh with said rack to actuate the carriage, a tension link connecting the bridge leaf to one end of said rack, and a compression link connecting the counterweight to the other end of said rack.

In witness whereof, I have hereunto subscribed my name.

HUGO A. F. ABT. 

